Hatchback Reviews

THE world is catching the bug again. Volkswagen has gone viral, rebounding with a new, new Beetle that despite a silhouette as old as pre-war Germany, is fresh and very unlike its predecessor. It's a changed car because it's aimed at all markets, all ages and more pertinent, at both sexes. VW says 66 per cent of previous Beetle buyers were female and now expects a 50:50 split as it appeals to more men.The outgoing New Beetle was successful, but very specifically in the US market. By comparison, it was coolly received in Europe as it came under threat from the Mini. What is new is that it is much closer in engineering to the Golf. That immediately makes it a better drive (see Driving below) but also allows Volkswagen to share components and therefore reduce the price.VALUEClearly Volkswagen has Mini in its sights, but the Beetle also fires at Citroen's DS3 and intrudes into premium Euro coupes such as BMW, Audi and Mercedes-Benz. Based on the European pricing and that of rivals, the Beetle is likely to be priced from $25,000 (1.2-litre) to $42,000 (2-litre GTI). The DS3 is about $35,000; the BMW 120i Coupe at $53,000; and the Mini Cooper S at about $50,000. But - and it's a big but - the Beetle is very well equipped (again, I've based this on Euro-spec models) and quality of the Mexican-built bubble is almost up to German standards. Let downs include the dashboard of hard plastic.DESIGNIconic. It's a total change from the New Beetle. It grows in length and wheelbase and width and track, but is lower and has a flatter roofline. Things reminiscent of the 20th Century Beetle are subtle but visible - the protruding lower sills that look like running boards; big, round headlights (now the only VW with these); no discernible grille; and on the inside, a glovebox styled on the 1960s model (there are actually two gloveboxes) and a sling grip on the B-pillars. There is more room - four adults can fit and the boot is almost three times the size of the older model - and better access, including the now frameless glass on the doors and a wider hatch. The vase for the flower has gone but may return as an option.TECHNOLOGYIt's all Golf under the body, with a 50mm slice taken out of the platform. Components are shared across the VW brand and the VW Group. The front-wheel drive gets engines from 1.2-litre to the detuned GTI 2-litre turbo engine with 147kW. I drove only the 147kW with the six-speed DSG automatic transmission. Australia may get two petrols and one diesel and maybe miss out completely on a manual transmission.The rear suspension is tuned to the Beetle and is an upgraded version of the Golf unit. Steering is electric-hydraulic. Crazy but despite all this, my most memor able feature is the subtle sound of the exhaust that has been artificially tuned - by way of a sound amplifier up against the firewall - to resemble the offbeat pulse of the old air-cooled engine.SAFETYVolkswagen claims a EuroNCAP five-star crash rating, six airbags and stability and traction control, following the lead of the Golf.DRIVINGImmediately, the driving position feels like the perfection of the Golf. Gone is the enormous distance from the driver to the windscreen that typified the outgoing Beetle. The controls fall to hand easier and the instruments and switches are better placed. The engine note is very quiet - better at cruising speed - and when off the throttle, that discreet air-cooled chuff-chuff becomes a muted backdrop.In 147kW guise it's a quick car. The six-speed DSG - not seven speed - can be manually operated by the gearshift. Paddle shifters are optional. The most impressive change is the handling. The wide track - up 63mm at the front and 49mm at the rear - just grips the road so tightly that it feels glued to the bends.Ride comfort tends to firm. I drove the optional sports suspension and it felt equally as competent through the corners as the standard set-up but choppier over mid-corner bumps. Wheel choice is critical here and the 18-inch are probably the best for enthusiasts while city folk, wanting more comfort, should go for the 17-inch wheels. Visibility is its weak point (no news here) and park sensors are an advised option, unless it b ecomes standard spec.VERDICTThis is a really good car. It's a hard car to fault because it sits in a market segment where buyers traditionally forgive function in the name of fashion. But pragmatic buyers may discard style and look at the Golf and see more flexiblity and five-door convenience.

The Rio was the car that really carved Kia a place in the Australian market in 2000. A cheap but not always cheerful bargain box, the Rio staked its claim on decent fuel economy and great drive-away prices. However the styling and fit-out were undesirable, build quality was questionable, and the driving experience almost unbearable.A decade on, and all that has changed - except for the fuel economy. It's still decent, but now so is the car. And while Kia is trying to move out of the bargain basement, the Rio is still well-priced for what you get.The Kia Rio's top spec GDI SLi is priced from $21,990 - a considerable jump over the previous model, which topped out about $3000 below that.Part of that extra is an equipment list that includes daytime running lights, 17-in alloy wheels with full-size alloy spare, larger disc brakes, projector headlights with 'cornering' front lamps, cruise control, heated mirrors, hill holder and touches of leather.Suzuki's Swift GLX beats the Rio's price by $1300 and is a solid choice for the budget, but has considerably less power and torque with no economy benefit, outdated auto, and styling that needs another update to take it beyond the once-over-lightly from earlier this year.The popular Toyota Yaris YRX hatch undercuts the Rio by $600, and while it's got a good features list, it suffers the same woes as the Swift: less oomph, less style and getting out of date.The sales topper is the Mazda2, which in Genki spec is just $155 more than the Rio, still looks sharp and is well kitted-out. While it can't match the Kia's usable space, outputs and economy, it's still a great little driver and a great buy.The class benchmark is still last year's Carsguide COTY, the Volkswagen Polo 77TSI, which looks dull but for $360 more gives you a spicy and frugal little turbo engine, 7-speed twin-clutch and the kind of dynamics that always leave a smile on your face.The Rio's family rival is the (also newly arrived) Hyundai Accent hatch whose platform it shares, and while costing $1000 more it misses out on a little of the Rio's spec and is down two gears, 12kW and 11Nm -- and a bit thirstier too.Also $1000 more and with less power and torque is the Ford Fiesta, but with a great twin-clutch auto, matching economy and a fun drive.The signature 'tiger face' penned for Kia by design chief Peter Schreyer (who moved across from Audi) looks great on the little Rio, giving it a bold entry point. It backs that up with proportions that make the most of a longer and wider mark-up, with a lower sloping roofline reducing the 'tall box' impression that plagues the light car class.The interior is fantastic above base level, with excellent upholstery on well-shaped seats, quality dash and door finishes, a steering wheel that feels good in the hand, and a feeling of light and space - helped by folding rear seats that more than triple the 288-litre cargo space.The new arrival hasn't yet been given an ANCAP rating, but will hopefully do better than the previous model's three stars. To help it in the safety stakes, it comes with six airbags (the old one had two), hill-start assist, stability and traction controls, anti-lock brakes with brake-force distribution that calculates what's needed at each wheel for uneven weight loading, and brake assist for panic stops.The SLi carries a direct-injection 1.6-litre petrol engine that develops103kW of power and 167Nm of torque - an improvement on the 82kW and 145Nm of the previous model. It gets that to the front wheels via a six-speed sports automatic that helps deliver official fuel economy of 6.1L/100km on a combined cycle (although we were getting closer to 7.1 through most of our mixed driving and shot up above 8 when it was just city circuits).Like the rest of the Kia range, the Rio's underpinnings have been localised for the Aussie market. The works gives tweaked dampers to the MacPherson sturt front/ torsion beam rear suspension and a heftier stabiliser bar up front, while the power-assisted rack and pinion steering is sharper than the previous hydraulic set-up.We put the little Rio through something of a torture test, demanding it cart a full load of five grain-fed Aussie adults around. And it came through with a decent mark, especially for shoulder space.While none of the labrats wanted to spend the rest of their life in the back seat, everybody agreed it was comfortably snug, rather than outright cramped. It's wider than most of its rivals by just a couple of centimetres - but they're important ones.The engine coped relatively well with the job, except when we needed to head uphill or try to grab a gap in the traffic. That demanded a firm slap down with the gearshift to try and get more torque, and even then it felt a bit begrudging.This is also when things got a bit noisier, but otherwise the cabin was adequately quiet except when the tyres hit rough-chip surfaces.Handling is surprisingly agile, helped by the splayed stance, firm-ish ride and grippy tyres, but the choppy bumps and cracks make themselves felt more than they would on smaller wheels. But that aside, the Rio is a car you can actually enjoy driving.It's far from perfect, but it's also far from the exiting model in every important way. The more time you spend with the Rio, the more you appreciate the progress it's made in quality, style and equipment.

A new 1 Series gives BMW a club to take to the Volkswagen Golf - and anyone else looking to muscle in on the bottom end of the prestige market. The base BMW 116i is a $36,900 buy before on-road costs, or $7500 more than the Golf 118 Comfortline - and a bunch of Asian rivals. Question is, is the extra cash worth the cache, or is the VW a better buy?This is the cheapest BMW to hit the market - and it's perfectly priced to bait buyers into at least considering the propeller badge. BMW says the base price has been cut by 5 per cent and the car now has many more features. They include a 6.5-inch display, Bluetooth, MP3-compatible stereo, cruise-control with auto brake function, stop-start fuel saving and keyless start.The Beemer comes with a six-speed manual; the eight-speed auto - a first for this segment - is a $2700 option on the base model. The Golf 118 Comfortline packs eight speakers to the 1 Series' six but misses out on the 6.5-inch display and hi-tech cruise control. Step up to the $42,800 BMW 118i (125kW/240Nm) or $43,500 118d (105kW/320Nm) and rear parking sensors, dual zone climate-control airconditioning, 17-inch alloys, rain-sensing headlights and fog lights are standard.The BMW wins this fight. The new car has been wired up with a bunch of clever gear, from the auto-braking cruise control to the eight-speed auto overhauled twin-scroll turbocharged engine. The base engine's outputs are 100kW and 220Nm but the peak torque comes in from 1350-4400 revs. That gives the 116i reasonably steady acceleration - its 0-100km/h time of 8.5 seconds beats the Audi by a second but is half a second off the Golf. There's also a new switch on the centre console. The "Driving Experience Control" system lets drivers choose between four modes - Eco Pro, Comfort, Sport and Sport +. Eco Pro, as the name suggests, optimises fuel use by adjusting the engine fuel mapping and also tries to minimise the time accessories such as the airconditioner are in use.This is the pug dog of the BMW family: the 1 Series looks like it's been kicked in the nose. The kidney grille/headlamp combo just doesn't match the proportions of the rest of the family and has the new 1 looking like a Chinese knock-off at a motor show. The side profile is much better, with the shoulder line extending into the rear lights. But those lights aren't the traditional red BMW bands and that's a bad thing. The 1 Series should be an aspirational car that reinforces the brand; not a vehicle that doesn't seem to fit with the rest of the line-up. Interior quality is a marked improvement on the last 1 Series and BMW has managed to give a prestige feel at a discount price. It has grown in width and length over the old model to give rear seat passengers marginally more leg and shoulder room.Engineers at BMW would throw themselves in front of the car to ensure it had a five-star rating. It's a point of pride for the Europeans and the usual gadgets -- six airbags and electronic stability and traction control -- should give the BMW a five-star rating at match the outgoing model. There's also an electronic diff lock on the rear to tame things if you turn the stability control off. The 1 Series is also the only car in its class with rear-wheel drive and that gives an extra element to play with while you're fighting physics to keep the car on the road.The BMW is the best handling car in the class outside of a Golf GTI or similar sports model. It was already good but the widened track gives it a better balance through turns. The 118i is the pick - the extra 25kW and 30Nm over the 116i makes it a more responsive car across the rev range. But 1 Series target buyers - young, upwardly mobile professionals - want to be seen to be helping the planet.It is here the "ultimate driving machine" earns an electronic hobble. BMW calls it the Eco Pro program; I call it a software virus. It basically neuters the car's extraordinary eight-speed auto and dulls the engine and throttle response. This environmentally friendly setting is one of the reasons the 118i uses just 5.9 litres/100km of fuel in official testing. In the real world it is tolerable - until you try any of the other settings. The Comfort, Sport and Sport + modes progressively return the Beemer to battle action.Road noise on rough surfaces is louder than expected in a BMW but is about right in terms of the rest of the class. The electric steering is precise without quite having the feedback or weight of the 3 Series models. The stop-start system is smooth but not best in class - Mazda3's i-stop system is quicker to refire. Rear room has grown and a couple of adults could now spend an hour or so in the back.This is serious competition in the small car class. BMW has set the price to tempt top-end Asian buyers and thrown down the gauntlet to its Euro rivals as it chases a bigger slice of the biggest pie in town.

Who needs hybrid power or a small turbo motor to boost fuel economy? Not Mazda, which last week unveiled a new model in its super-successful 3 range with a normal 2.0-litre four-cylinder, but enhanced with Skyactiv technology.The result is a whopping 26 per cent improvement in economy, allowing the Mazda 3 SP20 Skyactiv to return an average 6.1litres/100km (that's a sensational 46mpg in the old coin). At the same time, price cuts for the entire 3 range were announced.VALUERemains much as before, with prices now sharper by between $1800 and $2900 on Neo, Maxx Sport, diesel, SP25 and MPS. The Maxx has been dropped and the SP20 Skyactiv, at $27,990 and $30,990 for the Luxury version, takes over from the earlier sporty SP20.PRACTICALITYThe entire range has been given a light facelift, improved aerodynamics and retuned chassis settings, including a new brace, for better handling and a flatter, more comfortable ride. The body frame is of thicker steel and there's more soundproofing for a very quiet cabin.TECHNOLOGYThe 2.0-litre Skyactiv-G engine is a lightweight powerplant with redesigned pistons, inlet and exhaust systems and a hair-raising 12:1 compression ratio.In Japan, where 95 octane fuel is standard, the compression is even higher at 14:1. The Australian models are tuned to run on the regular 91 octane brew.Aiding the motor, which puts out 113kW/194Nm, up 4.6 and 6.6per cent respectively, is a Skyactive Drive six-speed automatic transmission. It locks up nearly 90 per cent of the time, rather than the more common 55 per cent, to give a more direct-drive feel, and can be flicked over to sequential manual shift.The engine generates 30 per cent less friction, has power-saving water and oil pump features to optimise economy. And then there's i-Stop, a system that switches off the engine when you stop. Another advance is a power control system that recovers a lot of energy when the car is decelerating and stores it in the big battery.Wind resistance plays a big part in how much fuel a car uses and the SP20 Skyactiv has a lot of underbody cover to make it as smooth as possible.DESIGNThe Mazda3 SkyActiv is an auto-only car, in sedan and hatch, and it's a pretty high-spec model with most of the gear expected of a car of this calibre.The Luxury gets more kit - bi-xenon headlights, sliding centre armrest console, leather seat trim, a 10-speaker Bose 242 watt audio system.DRIVINGSmooth and quiet, with a nice taut, confident feel around corners and first-class steering and brakes. Most owners are bound to switch the info display to "fuel economy" and watch in awe as the numbers drop once the Skyactiv gets to cruising pace.We got 5.6 litres/100km for about 100km of our 300km round trip from Melbourne to Pt Arlington and back and the worst we saw was 6.2 during a spirited squirt through the twisty bits.We averaged 5.9litres/100km (48mpg) in a car capable of very good performance and packed with luxury and safety features. Lovely gearbox too. So what's not to love? Mazda 3 is the flavour of the times with buyers, and the arrival of the Skyactiv can only make its success sweeter. Pricing starts at $20,330 for the Mazda3 Neo.NEED TO KNOWSkyactive technology will feature on the CX5 when it arrives next year. The SP20 Skyactiv is the nation's most fuel-efficient petrol-powered car Price revision will give Neo about 65per cent of Mazda3 sales, SP20 Skyactive about 15per cent."Skyactiv is very difficult to explain. "I have an iPad that I love. I don't know how it works, but it works. "Skyactiv's like that." Mazda marketing manager Alistair DoakMAZDA3 SP20 SKYACTIVPrice: $27,490 (Skyactiv Luxury $30,490)Warranty: Three years, unlimited kmService intervals: six months/10,000kmThirst: 6.1 litres/100km, 143g/km CO2 (sedan)Safety equipment: Six airbags, ABS, BA EBD, TC, DSCCrash rating: Five star ANCAP ratedEngine: 2.0-litre direct-injection four-cylinder, 113kW/194NmTransmission: Six-speed automatic, front-wheel driveBrakes: 300mm ventilated front discs, solid 265mm rear discsSuspension: MacPherson strut front, multi-link rearDimensions: Sedan 4580mm, hatch 4460mm (L); 1755mm (W); 1470mm (H), 2640mm (WB)

The smart was so far ahead of the curve that it missed the ballgame when it launched here in 2003. Australians at that time weren't prepared to consider a micro car and it didn't emulate its European success, where the Merc-built model was a popular city commuter. Fast forward to 2011 and small cars are increasingly in vogue. So, is the two-seat runabout a smart choice now?VALUEA $19,990 sticker price doesn't look like a smart buy in a market where the Holden Barina Spark, Suzuki Alto and Nissan Micra all undercut it by $7000 or more. And they have back seats and a boot. What the Smart does have is rear-wheel drive and the best fuel use of a conventional-engined car at 4.4 litres/100km and CO2 emissions of 100g/km. The limited  edition "night orange" model seen here was a sellout, despite costing an extra $2800. In the UK, Aston Martin can't make enough of their Toyota iQ-based Cygnets, even at $55,000, so the re's definitely a market for upmarket city cars.DESIGNThe fortwo is all about packaging. The 999cc three-cylinder engine is mounted directly above the rear wheels so the 200-litre boot is up front. The dash plastics are as good as anything in the class and the overall cabin quality feels better than its rivals, but so it should. The exterior shape is three years old but still edgier than anything else in this market and is a big part of the reason the Smart appeals to young Europeans, according to Mercedes.TECHNOLOGYThe micro car concept is the gamechanger here. Mercedes had no competition when it launched this car in 1998. The design was widened and centre of gravity lowered when the Smart infamously failed a simulated rollover "moose test". It is the only car in this segment using an automated manual transmission but the five-speeder shifts slower than a politician in front of the cameras.SAFETYThere's not much room for crumple zones in the fortwo. Instead, Mercedes developed the tridion safety cell, the black or silver bit that runs from the A pillar to the bottom on the doors. It is a triple-layered steel cell with sliding beams front and rear to absorb small impacts without damaging the cell itself. There are also four airbags and safety software you expect in small cars. EuroNCAP gave it four stars.DRIVINGThe Smart is great fun driving around town and acceptable on the freeway runs that connect the city to the 'burbs. Cross winds will push it around, but it is no worse than a high-riding SUV. What does hurt is the auto transmission. It's slow shifts exaggerate the car's habit of pitching forwards under a gearchange and then backwards as the drive engages.  It is without peer in inner-city laneways  and the tightest parking spot is yours for the taking, with little fear of door and/or panel damage.VERDICTThe car that started the popular micro car trend is overpriced but a more engaging drive than some of its rivals. It was made for CBD owners and is an ideal city runabout. That's why VW is launching the Up .SMART FORTWOPrice: $19,990Warranty: Three years/unlimited kmResale: 55 per centService intervals: 20,000kmEconomy: 4.4 litres/100km (95 RON), 100g/km CO2Equipment: Four airbags, ABS with EBD, traction control, hill start assist Crash rating: Four starsEngine: 1.0-litre triple-cylinder, 52kW/92NmTransmission: Give-speed automated manualBody: Two-door hatchDimensions: 2695mm (L), 1559mm (W), 1542mm (H), 1867mm (WB)Weight: 750kg

There's a lot of competition for sub-$40,000 wallets in the small cars class. The Mazda3 is leading - and gaining more ground - with around 29,000 sales giving it close to 19 per cent of the market this year, with a big gap to the Holden Cruze's 23,000 and 15 per cent. Ford's Focus is seventh with 9000 and 5.5 per cent, but is trying hard to regain the attention it once used to have.The Ford Focus hatch has an entry level of $21,990 but asks $26,790 for the petrol engine and dual-clutch 'Powershift' auto transmission tested here in Trend spec, which lifts you to 16-in alloys (the base model has steel), front fog lights, rear parking sensors, cruise control, Bluetooth and voice control.The Hyundai i30 SLX is $900 cheaper, but while it won the Carsguide COTY gong a few years ago, its 2.0-litre engine offers less power and torque, and features like the four-speed auto will make it start to look outdated among the competition.Holden's Cruze CDX 1.8 is $300 less at $26,490.  Its smaller engine also delivers less power and torque but uses more fuel, albeit 91RON rather than the more expensive 95RON Ford recommends for the Focus. The Cruze has similar safety features, and adds leather heated seats, but not Bluetooth - a feature that should be standard at this price.The Toyota Corolla Levin SX hatch is $200 more than the Focus, and like the Cruze, has a 1.8-litre engine that delivers less power and torque while using more litres of the 91RON.The class benchmark is the VW Golf, which you can in 90TSI from from $700 more with a great little turbo engine and twin-clutch transmission that combine for better economy and sparkling response, but it has staid style, smaller 15-in wheels - which don't hamper its dynamics - standard manual aircon and space-saver spare.Mazda3 Maxx Sport hatch is $1570 more and has one less gear and a thirstier 2.0 litre engine, but on 91RON delivers similar power to the Cruze and Corolla - around 20 per cent less than the Focus. But the Mazda also adds satnav, six-stacker CD player and dual-zone climate control aircon among its extra features.The new Focus hatch needs to stand out on the street - and it does, looking like a Fiesta on steroids with funky body styling, hints of sport kit around the front fascia, and a pronounced rear spoiler.But the interior takes it a bit too far, with a lot of visual buzziness stretching from the cluttered centre stack across the driver's cockpit area. The blue-lit instruments look great, but there seem to be more buttons and controls than anybody would ever need.The new Focus has earned a five star ANCAP rating, and ticks all the boxes for safety.  A battalion of 10 airbags is joined by stability and traction controls, front seatbelt pre-tensioners, hill start assist, and anti-lock brakes with brake force distribution to compensate for uneven loads and brake assist for panic stops.The Trend hatch tested here carries Ford's 2.0-litre engine with common-rail fuel injection, developing 125kW of power and 202Nm of torque, and with the choices of either the six-speed dual-clutch sports automatic version we drove, or the five-speed manual (which drops the price $2300 to $24,490).The auto is the more economical of the two, with official thirst of 6.6L/100km to the manual's 7.2L - both of them on the more expensive 95RON fuel. But while most sports transmissions use a side-gate for you to then row the shifter back and forth for 'manumatic' changes, the Focus instead has a little button on the knob that you toggle up and down with your thumb - a technique that's fiddly and unsatisfying.The Focus is composed and predictable on the road, with its good grip, accurate steering and comfortable ride clearly the car's main highlights. With well-damped suspension and steering, you hear, rather than feel, the bumps. However, the rubber and road don't meet quietly, and there's tyre noise over all but the smoothest surfaces.It's easy to manoeuvre in most parking situations, but it's got an oddly poor turning circle for something this small, and that shows in tighter city spots. Despite the sport aspirations of having a twin-clutch transmission, the system is clearly geared for economy rather than performance.Unless you're manually controlling the gear selection with the button, the transmission changes up very quickly in normal mode. That will keep the thirst down a bit, but it can be annoying when it keeps jumping the gun well before you'd want it to. But we applaud the 'grade logic control' set-up that gives you extra engine braking to control descents, which means it doesn't run away when you're heading down a slope. Tap the brakes, and the transmission changes down and reins you in to a safer speed.Heading up a hill, and the transmission selects the best gear and stays there without hunting back and forth. That's clever. And, along with the dual-clutch transmission, it's the kind of technology we've too seldom seen on small and affordable cars until recently.The 2.0-litre is a capable engine for most tasks, and will cope well with overtaking and hauling even a full load of adults. But you need to push the revs to achieve that, and there's no sign of a truly inspired response. For that, you need to look to the turbodiesel Focus - or the Volkswagen Golf.

Not so long ago it was all about the price. People who bought a Kia did so because they wanted a new car but had a limited amount of money to spend. Fast forward and it's still very much about value for money, the difference is that you wouldn't mind owning one - we wouldn't anyway (and we should know). The all-new Rio hatch is a case in point. Like other recent releases from Kia it looks fantastic, and the ride and handling are impressive.Kia is yet to release its 1.4-litre model or its three and four-door variants which don't arrive until next year. The 1.4 will be cheaper but the better specified 1.6 is the pick, priced from $18,990. All models come with Bluetooth and a four-speaker sound system, complete with AUX, iPod and USB connections - all controlled remotely from the steering wheel. Si and SLi models add an extra pair of high range tweeter speakers. There's also two 12 volt power oulets in the centre console. Electric heated side mirrors are also standard.1.6-litre GDi direct injection four cylinder petrol engine produces a healthy 103kW of power and 167Nm of torque at 4850 revs. Claimed fuel consumption ranges from 5.6 to 6.1 litres/100km depending on whether its the manual or auto. The six-speed auto feels like a better match for the engine and allows the driver to change gears manually anyway. It feels quicker off the mark too, with a sporty note under hard acceleration.The latest offering from Kia's design guru Peter Schreyer. It's larger than the Yaris or Mazda2 and is even a few mills longer than the new Barina with a significantly longer wheelbase and load capacity that is almost line ball. The Barina is cheaper and is offered with a six-speed auto too, but it's 1.6 is no match for Rio's new direct injection engine.For those in the know Kia is owned by Hyundai and the two share architecture and models. In this case the Hyundai equivalent is the Accent and while it looks pretty hot, it misses out on some advantages - chief among them the 1.6-litre direct injection engine and six-speed automatic. The i20 is a smaller car that sits on a new platform and is being marketed as a successor to Getz.Designed to get five stars but it's yet to be crash tested. Comes with a full safety package including six airbags and electronic stability control are standard along with anti-lock brakes, brake assist and electronic brake force distribution. Vehicle Stability Management (VSM) program seamlessly integrates the operation of all the safety systems.We drove the mid range Si auto and top of the line SLi manual. Only $1000 separates them in price. The Si has 16 inch alloys while the SLi has larger 17s. The Rio benefits from local suspension tuning and it shows, with a firm confortable ride over a variety of road surfaces. Undulations induced the occiasional bounce but nothing to really worry about.You can punt this car hard and it won't bite back, but the stability control shuts down too soon. In terms of fuel economy we got 6.7 from the manual and 7.1 litres/100km from the automatic.Love it. Looks the goods and can't wait to see one that has been really blinged.

Value and economy are pretty good hooks to hang a car on. When that car is a Renault Megane diesel and it's taking on everything from the Ford Focus to the Hyundai i30, it needs more than that to make a mark. The Renault has plenty of cache and the Megane is priced and positioned to carve out a bigger niche than the 60-odd cars it is now selling month.VALUERenault Australia boss Justin Hocevar has fought the good fight to get the base model Megane in at $27,490 and right into the small-car fight. It comes with a 1.5-litre turbodiesel matched to a competent dual-clutch automated manual transmission. That gives it an edge against the six-speed manual in the Mazda3 diesel for $27,360, $28,990 for the Golf Bluemotion and $30,500 for the Ford Focus Trend, both in manual guise. Hyundai's i30cw SX undercuts them all at $23,090 for the five-speed manual . but the auto is a four-speeder and costs $2000.DESIGNThe Megane is different enough to stand out in the carpark for all the right reasons. As yet Renault is still not a common sight and the hatch has been cut from a more stylish French cloth than the utilitarian shape of the VW Golf or the i30. Exterior style isn't matched with interior space, though. The glovebox won't  stow anything bigger than a clutch purse and the centre bin will struggle to do that. The hand-held TomTom satnav controller chews up one of the front drink holders and the door poc kets are slim. On the positive side the materials and plastics feel better than most in this class and there's a decent boot.TECHNOLOGYThe dual-clutch automated manual transmission is the news. It's a dry clutch unit which cuts down on weight and frictional losses and operates as well as VW's DSG unit off the line. It isn't far off when underway but can occasionally be caught hunting for a gear under light acceleration or braking. Teamed with the 1.5-litre turbodiesel the transmission helps the Megane to an official fuel use of 4.5 litres/100km and CO2 emissions of 117g/km.SAFETYThe Megane hasn't yet been rated but the previous model was a five-star NCAP car and it's hard to see the French brand going backwards. This is a mainstream vehicle in Europe from a mainstream company and the structural integrity, six airbags and stability control have all been designed to give it a top rating.DRIVINGThe Megane's performance is admirable - a decent spread of torque makes it feel bigger than a 1.5-litre oilburner - without being close to class-leading. In terms of ride and passenger comfort, though, only the Focus and Golf will match it. A succession of unavoidable ruts and potholes tested the suspension and while the bumps were felt, they didn't unsettle the car. The same can't be said for the silica-loaded rubber on the base Dynamique. They understeered well before the suspension was under pressure and, surprisingly, weren't as compliant as the rubber on the 17-inch r immed Privilege.VERDICTAll Renault Australia's Justin Hocevar wants is for the Megane to earn a spot on shopping lists. A solid car at a competitive price with a five-year warranty and free servicing for the first three years should give him that. It's a refined entry in a cut-throat segment with the looks and handling to convert test drives to buyers.

Parlez-vous ee-con-o-mee? French car maker Renault now does with the launch of a super economical version of the Megane hatch. Powered by a small 1.5-litre turbo diesel engine it’s good for an impressive 4.5 litres/100km and 117g/km of C02 which is right up there with the best of them.The launch of the Megane diesel also marks the debut of Renault’s first twin clutch robotised transmission in this country which it has labelled EDC for Efficient Dual Clutch.Renault claims it offers a 17 per cent reduction in fuel consumption and engine emissions compared with conventional automatics. Apart from this, no other modifications have been made to achieve the outstanding result.VALUEPriced from $27,490 the entry Dynamique model represents excellent value. It’s roomy, has a large boot and comes with a full size spare. Rear legroom is also generous.Standard kit includes alloys, twin zone climate, auto lights and wipers, cruise control (plus speed limiter), AUX and USB audio inputs, fingertip audio controls and Bluetooth phone and audio streaming.For $5000 more, top of the range Privilege adds leather, a sunroof, rear parking sensors, larger 17 inch alloys, satellite navigation and a more powerful audio system. Apart from the additional equipment, the more expensive model is worth consideration if only for the way it drives.DESIGNThe previous Megane was noted for its outrageous styling, with a rounded, bulbous rear end dubbed by many as a bustle. The look this time around is more mainstream and likely to appeal to more people which has got to be good for sales.The inside is a bit drab, especially in the entry model with the use of some very plain black plastic in some areas - though we like the large digital speedo. For some reason the cruise control/speed limiter selector is hidden between the front seats.TECHNOLOGYIt’s 4.3 metre long, weighs 1366kg and has a 2640mm wheelbase. The 1.5-litre dCi 110 turbo diesel is the same engine that can be found in Renault’s small Kangoo delivery van that we tested recently. It produces 81kW of power at 4000 revs and 240Nm of torque from a low 1750 revs.The Getrag EDC six-speed, dry twin clutch transmission that works basically the same as other twin clutch setups, boasting fast changes with no loss of power between gears, delivering the efficiency of a manual and convenience of an auto.Front suspension is Mac strut while the rear is a torsion beam setup. Being a diesel the car is inherently economical, but being smaller than the norm lends it a slight edge.SAFETYSafety has always been one of Renault’s strong suites and the Megane is no exception. Scores a full five stars for safety in crash tests, with six airbags, stability control and anti-lock brakes with emergency brake assist as standard.DRIVINGGoes a lot better than the engine’s small capacity might suggest. Good low to mid-range torque delivers a strong throttle response, but the transmission tends to move into high gear quickly to achieve better economy.Flicking the gear selector across to manual mode really brings the car alive, allowing the driver to access full torque at all times for a much livelier driving experience - although pressed hard the transmission will eventually change up manual mode or no manual mode.We were getting 6.7 litres/100km from the 60-litre tank after some hard driving but this dropped to 5.2 litres/100km after an easy run home.The seats offer little support in the entry model and the car exhibits tyre squirm under load, while the Privilege with its taller wheels and lower profile tyres felt more planted, stable and comfortable to drive. Drive both before making a decision, or at least option the larger wheels.VERDICTA good choice for those in the market for comfortable, safe long distance commuter, but on the lookout for something with a bit more cache. The styling is a bit ordinary and the interior finish not as good as a Japanese car, but it ticks all the boxes. A five-year warranty, 2.9 per cent finance and, for the month of October, free three-year servicing - make this particular Renault a very safe bet. Competitors include Peugot’s 308, the VW Golf and the Mazda3 diesel.

If the Mercedes-Benz A-Class suited young singles and couples without kids starting out in life along with older couples at the other end of the journey whose kids had fled the nest, the B-Class was the car for couples in the midst of family life.The B-Class was a logical extension of the A-Class concept, a larger version of the small peoplemover capable of hauling a tribe of kids to school, sports days or wherever they need to go.Outwardly it looked like an A-Class, there was the same upright stance, the same sloping front, and the same sweeping roof, but it was longer. That extra length was used to create a roomy and versatile interior that was perfect for its intended use.At launch there were two models, the B200 and the B200 Turbo, but they were joined a few months later by the B180 diesel. All were five-door, front-wheel drive hatches cum wagons capable of accommodating five adults and packed with features and safety equipment. Mercedes offered a choice of two 2.0-litre petrol engines, one of them turbocharged for extra zip, and a frugal 2.0-litre turbodiesel.All engines could be had with a Continuously Variable Transmission, CVT, which was the auto choice, or that could be with either five or six-speed manuals. The manual 'boxes were generally praised for the their ease of use, but the CVT copped some flak for being sluggish and unresponsive.On the road the B-Class demonstrated good grip and nice chassis balance, but for a more sporty drive there was a sports suspension package available as well. All models were well equipped with all the standard features wanted in a car today, including air, power windows and mirrors, remote central locking, cloth trim, fog lamps, alloy wheels, central locking and CD sound.IN THE SHOPAnyone buying a Mercedes-Benz needs to do so in full knowledge that servicing and parts come at a premium, which makes it important to seek out a specialist who can service your car, and source parts, at a more economical rate. When checking a car prior to purchase test all the gadgets to make sure they work, fixing them later can cost a motza. If you're unsure get a mechanic to help you.Check for a service record, as like all engines, Mercedes-Benz powerplants suffer when forced to run on dirty oil. Also check for panel damage, particularly around the front, which is hard to see and can make it hard to judge when parking. Also check the interior for the damage that can naturally occur when transporting kids.IN A CRASHFive stars from ANCAP say it all. The B-Class is well geared for a   crash with front, side and curtain airbags, plus ABS brakes and ESP stability control.UNDER THE PUMPFor economy the diesel delivers to the tune of 6.2 L/100 km on   average and the pick of the B-Class bunch. The petrol engines deliver 7.2 L/100 km (non-turbo) and 7.9 L/100 km (turbo), and what's more 'Benz says they can handle E10.AT A GLANCEPrice new: $47,400 to $51,400Engines: 2.0-litre 4-cylinder turbodiesel, 80 kW/250 Nm; 2.0-litre 4-cylinder, 100 kW/185 Nm; 2.0-litre turbocharged 4-cylinder, 142 kW/280 NmTransmissions: CVT auto, 6-speed manual, 5-speed manualEconomy: 6.2 L/100 km (B180 CDI), 7.2 L/100 km (B200), 7.9 L/100 km (B200 Turbo)Body: 5-door hatchbackVariants: B180 CDI, B200, B200 TurboSafety: 5-star ANCAP